William bentley



(No Model.) 2 Sheets-Sheet 1.

W. BENTLEY. GAR COUPLING.

No. 460,841. Patented Oct. 6,1891.

WITNESSES:

ATTORNEY.

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(No Model.) 2, Sheets-Sheet 2.

W. BENTLEY.

GAR COUPLING. No. 460,841. Patented Oct. 6, 1891. M W W 4' W WITNESSESATTORNEY.

UNITED STATES PATENT OFFICE.

\VILLIAM BENTLEY, OF LETIIBRIDGE, CANADA.

CAR-COUPLING.

SPECIFICATION forming part of Letters Patent No. 460,841, dated. October6, 1891.

Application filed June 4, 1891.

To all whom it may concern.-

Be it known that I, WILLIAM BENTLEY, of Lethbridge, North-VestTerritory, Canada, have invented a new and useful Car-Coupling, of whichthe following is a full, clear, and exact description.

The object of thisinvention is to improve the construction of thecar-coupling previously invented by me, and for which a patent wasallowed December 6, 1890.

To this end my present invention consists in improved details ofconstruction and coinbinations of parts, as is hereinafterdescribed andclaimed.

Reference is to be had to the accompanying drawings, forming a part ofthis specification, in which similar letters of reference indicatecorresponding parts in all the figures.

Figure 1 is a front elevation of a carframe with the improved couplingdevice thereon, shown with the parts adjusted to depress thecoupling-pin in the draw-head, partly in section on the line 1 1 in Fig.2. Fig. 1 is a front View of a portion of the carfraine, showing thepin-lifting mechanism broken and part in section, the coupling-pin be ngin elevated adjustment. Fig. 2 is a sectlonal side view of the car-framebroken at the rear and the improvements thereon, some parts broken andin dotted lines, the section being taken on the line 2 2 in Fig. 1. Fig.3 is a longitudinal section of parts shown in Fig. 1, taken on the line3 3 in said figure, the mechanism being in an uncoupled condition. Fig.at is aplan view of the end portion of a carframe with the improvedcoupling dev ce thereon. Fig. 5 is a broken sectional side view of oneend of a car-frame, taken through the attached improved coupling nearits transverse center, showing the parts in coupled condition, with alink shown broken. Fig. 6

is a front view of the car-frame broken and a v transverse section ofthe draw-head, taken on the line 6 6 in Fig. 5. Fig. 7 is aside view ofthe coupling draw-head broken away rearwardly, showing the relativeposition of parts viewed in the direction of the arrow 7 in Fig. 1; andFig. 8 is a cross-section of the parts shown in Fig. '7, taken on theline 9 S in said figure in the direction of an ad acent arrow.

Serial No. 395,020. (No model.)

The draw-head A is preferably cast into form and is rectangular incross-section, having a chamber in its forward portion, as at a, for thefree introduction therein of a coupling-link B, the outer end of thedraw-head being suitably flared to facilitate the entrance of the link.

The body of the draw-head A is supported to slide alimited distancelongitudinally between the frame-timbers C by the cross-plate Z) and anabutment-plate c. The latter, having a U shape in cross-section, issecured between the timbers C, and is perforated to allow the guide-barextension (Z of the drawhead to slide therein. Said bar is preferablymade cylindrical and carries a spiral spring d on it, which pressesagainst the plate 0 and draw-head body, so as to normally project thedraw-head and permit it to yield under pressure on its front end.

There is a sliding latch-bar D located be tween the timbers 0 above thedraw-head A and in a parallel plane with it, as represented in Fig. 2,which has its front end 6 cut to slope inwardly and downwardly from thetop outer edge. This end of the bar is loosely supported to moveinwardly by a plate -6', through which it is inserted, said plate havinga rectangular aperture adapted to receive the similanshaped body of thelatch-bar, as represented in Figs. 1, 5, and G. r

The rear end portion of the bar D is rendered cylindrical and'passesloosely through a round hole in the abutment-plate c, which is upwardlyextended between the timbers C to permitsuch an engagement. and a spiralspring f is placed on the reduced rounded portion of the bar D betweenthe abutmentplate and a shoulder f on said bar, produced by itsreduction, whereby the latch-bar is normally projected at its forwardend a sufiicient distance to allow its latching end 6 to be impingedupon from below by a pin-lifting lever E, as will be further explained.

As a means to enter an approaching coupling-link B, held projected froma similar coupling or one of any other type that is adapted to supportan elongated coupling-link in a substantially horizontal plane for suchan insertion, there is an apron F provided, which is secured to theforward portion of the drawhead A, near its lower edge, by a transversepivot-bolt g. (Shown in Fig. 4 by dotted lines.) The apron Fispreferably given the form shown in Figs. 1 and 2, consisting of acurved plate having two limbs 9, extended from the edge that engages thefront lower edge of the draw-head A when the apron is in elevatedadjustment. Said limbs, which are parallel with each other, are made toloosely embrace the side walls of the draw-head, and near their innerends are transversely perfo rated to receive the pivot-bolt g beforementioned.

The draw-head A is vertically perforated at a short distance from itsfront edge, as at h in Figs. 5 and 6, for the free introduction of acoupling-pin G, said apertures extending through the top and lower wallsof the drawhead near its transverse center. The coupling-pin G isstraight in the body and of a length to pass through the draw-head wheninserted in place to secure a link B, its depression being limited bythe collarflange h on its upper portion, that will rest on the top wallof the draw-head when the pin is lowered.

On the front end wall of the caror its frame the pin-lifting lever E ispivoted, as at i, a proper distance from each end. The outer end portionof the lever E is extended sufficiently to allowgit to be readilymanipulated from the side of the car when this is necessary to manuallyrelease the coupling-pin G, and, as indicated in Fig. 1, the inner endportion of the lever E is extended to project its upper straight edgebelow the latching end 6 of the latch-bar D. i There is a lifting-arm Eformed on or secured to the exterior surface of the lever E, which armprojects outwardly at a right an gle to the lever and directly above theupper end portion of the coupling-pin G, to which it is connected by theclevis 76, that is loosely secured to each of these parts, so as toallow the couplingpin to rock thereon. To further facilitate the freemotion of the coupling-pin where it is attached to the arm E the latteris slotted longitudinally a short distance and the clevis It boltedloosely on a slide-block k, that is perforated to receive a guide-rod kThe latter-named havingacentral position in the slot of the arm E isthereto secured by its ends, as shown in Fig. 5, whereby the clevis isadapted to slide a short distance on the arm, and thus compensate forany longitudinal movement of the drawhead when it is impinged upon byanother draw-head in the act of coupling two cars together.

The lifting-lever E is loosely embraced by a guide-plate m, that is cutaway on its inner surface a proper distance lengthwise to allow thelever to vibrate between the guideplate and the car-frame when the plateis secured on the latter, as shown in Figs. 1 and 2.

The front cross-timber C of the car-frameis recessed where theguide-plate mis secured on it, so as to permit the introduction andpivotal support in said recess of a rocking arm n, which projectsoutwardly through a longitudinal slot 71, in the plate m, its lengthbeing so proportioned that its outer end 91 whereon an eye is formed,will receive the upper end of a spiral spring 0, that is secured looselyto it, an integral eye of, formed in the arm near the eye n affordingmeans for altering the position of the spring on the arm, if required. Aproper relative length and strength is given to the spiral spring 0 toadapt it to sustain elastically the apron F, the connection betweenthese parts being shown in Figs. 1, 3, and 7, and consists of a"traveling block 9, having an anti frietion roller 19, pivoted betweentwo depending parallel limbs of said block,- which extend from a mainlimb that is transversely perforated to receive the lower end of thespring 0, that is thereto attached, there being a slide-barp heldprojected from and parallel to the side of the apron F by two ears 1& onthe apron, so as to permit the sliding support of the traveler-block andits roller on the bar named.

It is essential for the proper operation of the device that thelifting-lever E should be sustained by the end of the latch-bar D whenthe pin G and apron F are in an elevated condition and that there shouldbe means furnished for the release of the lever E manually when thelatter is engaged by the latchbar, as indicated in Fig. I To this endthe latch-bar is laterally apertured, as at r in Figs. 2 and 4, and theend of a link-bar I is pivoted in the opening. Said bar having a pivotalsupport at a" on the car-frame timber 0 projects outward therefrom aproper length and at the outer terminal r is jointed to a pull-bar J,that is extended at a right angle to the link through a perforation inthe carframe timber C, terminating in a ring or similar handle-piece rthat lies above the upper edge of the lifting-lever near itspivot-point,

IIO

so that draft force applied to the handle-piece 0' will move thelatch-bar D inwardly and release the lever E, that has a seat upon saidbar, when thecar-coupling is adjusted to receive an approaching link.

On the front of the car-frame, opposite to the inner end of thelifting-lever E, a trippinglever M is pivoted, as at s in Fig. 1, andcon nected by a link 3' to the end of the lever E, said lever M beingdesigned to afford means to release two coupled cars from the side ofone car opposite the main lifting-lever,which may be effected if theouter end of the tripping lever is depressed sufficiently to raise theinner end of the lifting-lever, thereby withdrawing the coupling-pin andsimultaneously raising the rocking armn and attached apron F into theposition shown'in Fig. 3 for recoupling the car when this is required.

As it is necessary that the latch-bar D be connected loosely with thedraw-head A, so

as to release the coupling-pin G when two draw-heads come together, andthus drop the pin through an entered link, a suitable connection isprovided, as shown in Fig. 2, and consists of a bent arm 6 that projectsfrom the upper side of the draw-head between the timbers G forwardly,having a longitudinal slot in it to receive the link 6 which is adaptedto slide in said slot rearwardly, the front end of the link looselyengaging with the depending end of an eyebolt (2 which is secured to thelatclrbar, The relative position of the parts just mentioned is such aswill cause the link 6 to have bearing contact on the front terminal endof the slot in the bent arm e when the coupling mechanism is in a normalcondition or when the latch-bar is projected below the pin-liftingleverE to hold it' and the pin G elevated. Consequently the rearwardmovement of the draft-bar may take place when there is draft strain onthe draw-head and the latch-bar will be drawn inwardly when thedraw-head is similarly moved.

Upon the inner end of the lifting-lever E a vertical rod N is looselyconnected, which rod is projected upwardly to the roof of a box- I carto allow the lever and attached couplingpin to be manipulated andrelease the latter, when this is desired, by an operator on thecar-root.

In operation, the approach of two cars having this improved couplingwith a coupling link B, extended from one coupling to enter another,will cause the link to slide on the apron F and enter thedraw-head ofthe linkreceiving coupling, which apron will slide below the draw-headhaving the link coupled to it, and thus permit the two draw-heads toimpinge at their front ends, which contact will shove the draw-headsinwardly a sufficient distance to release the latch-bar D and permit thecoupling'pin to drop into place, so as to connect the adjacentdraw-heads.

It will be seen that the provision of the apron 1 with the travelingblock 19 and its support, as has been described, will allow said apronto drop freely, the block sliding back into the position shown in Fig. 7when the other parts are automatically adjusted to effeet the couplingof two draw-heads, as stated.

I do not herein broadly claim the use of a latch-bar located above adraw-head, as this feature is shown in my allowed patent in a diiferentconnection of parts; nor is the apron 1* herein broadly claimed, as itis also shown in said allowed patent.

Having thus described my invention, what I claim as new, and desire tosecure by Letters Patent, isa: or

1. In a car-coupling, the combination, with a sliding draw-head and aspring for moving it outwardly, of a sliding latch-bar above thedraw-head also spring-actuated outwardly, and a connecting-link looselysecured to the draw-head and latch-bar to allow the latch-bar to moveindependently of the draw-head when draft strain is upon the latter,substantially as set forth.

2. In a car-coupling, the combination, with a draw-head supported toslide longitudinally and a spring holding the draw-head projected, of alatch-bar supported above the draw-head and adapted to slide paralleltherewith, a spring therefor to move it outwardly, an abutment-plateengaged loosely by both the drawhead and latch-bar, a bent slotted armon the draw-head, a depending eyebolt on the latchbar, and a linkconnecting the arm and bolt, substantially as described.

3. In a car-coupling, the combination, with a draw-head supported toslide longitudinally and a sliding latclrbar above the draw-head,bothforwardly actuated by spiral springs, and an ab u-tment-plateengaged by the drawheadand latch-bar, of a lifting-lever pivotedtransversely on the end of the car, a projecting arm on thelifting-lever, a pendent coupling-pin loosely connected with the arm ofthe lever and passing through holes in the top and bottom walls of thedraw-head, and a supplementary tripping-lever pivoted transversely ofthe car and extending oppositely from the tripping-lever and connectedtherewith by a link, substantially as described.

4. In a car-coupling, the combination, with a draw-head held toslidelongitudinally on the car-frame, a spring for the draw-head, anabutment-plate loosely engaged by the drawhead, and a spring-actuatedlatch-bar also loosely engaging the abutment-plate and projecting itslatching end forward of the end of the car, of a transverselifting-lever pivoted on the car and adapted to latch on the latchbarwhen its inner end is vibrated upwardly to rest thereon,anoutwardly-extending arm on the lifting-lever at a right angle thereto,and a pendent coupling-pin clipped to a sliding block adapted to slideon the projecting arm of the lifting-lever and pass through holes in thetop and bottom walls of the drawhead, substantially as described. 5. Ina car-coupling, the combination, with a draw-head, a spring actuatingthe drawhead outwardly, and means for supporting the draw-head andreceiving the impact of the rear end of the spring, of a latch-bar abovethe draw-head and parallel therewith, a spring pressing said baroutwardly, a bent arm on the draw-head slotted longitudinally to receivea link, a depending eyebolt on the latch-bar, a link connecting the armand bolt, a lifting-lever pivoted on the end of the car and extending toone side of the same, a pendent pin loosely connected to a projectingarm on the lifting-lever and adapted to pass through aligning holes inthe top and bottom walls of the draw-head when in lowered adj ustment,and a pivoted tripping-lever proj ected oppositely from thelifting-lever, and a link connecting the opposing ends of said levers,substantially as described.

6. In a car-coupling, the combination, with a draw-head supportedlongitudinally on the car-frame and an apron pivoted on the sidesparallel depending limbs thereon, and a guideof the draw-head to swingupwardly and hang rod held projected from the side of the apron 1odownwardly, of a rocking arm above the and loosely engaged by thesliding block and draw-head, hinged to the car at one end and itsroller, substantially as described.

5 projectedoutwardlytherefrom,aspiralspring WILLIAM BENTLEY.

on the outer end of the rock-arm, a sliding Witnesses: block on thelower end of the spring, having YV. A. GALLIHER,

an anti-friction roller pivoted between two I. S. ALEXANDER.

